Automatically operated rib applying machine having rib notching mechanism

ABSTRACT

A MACHINE FOR APPLYING A LENGTH OF A RIB STRIP ALONG THE PERIPHERY OF AN INSOLE. THE MACHINE IS SO CONSTRUCTED AS TO FEED THE INSOLE PAST A RIB APPLYING MECHANISM. THE INSOLE IS SWUNG, AS IT IS FED, IN RESPONSE TO THE SENSING OF THE INSOLE PERIPHERY ORIENTATION BY AN EDGE GAGE SO AS TO MOVE THE INSOLE PERIPHERY IN A DESIRED PATH PAST THE RIB APPLYING MECHANISM. A CONTROL IS PROVIDED TO OPERATE THE MACHINE IN RESPONSE TO THE PRESENTATION OF THE INSOLE TO THE GAGE. A NOTCHING MECHANISM IS PROVIDED TO CUT A NOTCH IN THAT PART OF THE INNER FLANGE OF THE RIB THAT IS APPLIED TO THE TOE OF THE INSOLE.

June 22, 1.9.71

Filed DGO. 2 1969 AUTOMATICALLY OPERATED RIB APPLYING MACHINE H. M. LEO-NHARDT HAVING- RIB NOTCHING MECHANISM 15 Sheets-Sheet 1 BY MM5/WM5 June 22, 1971 H. M. LEoNl-IARDT AUTOMATICALLY OPERATED RIB APPLYING MACHINE HAVING RIB NOTCHING MECHANISM 13 Sheets-Sheet 2 Filed Dec. 2. 1969 my O 3 R a, MJ N MJ .V w wt wm I 1li. z 4..... N l .2% www www i. .www 0 w a. n .wl mwvm; ||||l E 2, ma W v am June zz, 1971 H, M, ONHARDT 3,585,661

AUTOMA'IICALLY OPERATED RIB APPLYING MACHINE HAVING RIB NOTCHING MECHANISM Filed Dec. 2. 1969 13 Sheets-Sheet 3 June 22, 1971 H. M. LEONHARDT AUTOMATICALLY OPERATED RIB APPLYING MACHINE HAVING RIB NOTCHING MECHANISM 13 Sheets-Sheet 4.

Filed DSC. Z, 1969 June 22, 1971 H. M. LEONHARDT AUTOMATICALLY OPERATED RIB APPLYING MACHINE HAVING RIB NOTCHING MECHANISM 13 Sheets-Sheet 5 Filed Dec. .2, 1969 June 22, 1971 H. M. LEONHARDT AUTOMATICALLY QPERATED RIB APPLYING MACHINE HAVING RIB NoTcHING MECHANISM 13 Sheets-Sheet 6 Filed Dec. 2, 1969 FIG. /4

June 22, 1971 H. M. LEONHARDT 3,585,667

AUTOMATICALLY OPERATED RIB APPLYING MACHINE HAVING RIB NOTCHING MECHANISM 13 Sheets-Sheet '7 Filed Dec. 2, 1969 June 22, 1971 H. M. LEONHARDT 3,585,667

AUTOMATICALLY OPERATED RIB APPLYING MACHINE HAVING RIB NOTCHING MECHANISM 15 Sheets-Sheet e Filed Dec. 2, 1969 June 22, 1971 Filed Dec. z, 1969 H. M. LEONHARDT AUTOMATICALLY OPERATED RIB APPLYING MACHNE HAVING RIB NOTCHING MECHANISM 13 Sheets-Sheet 9 June 22. 1971 H. M. LEONHARDT 3,585,667

AuToMATlcALLy-OPERATED RIB APPLYING MACHINE HAVING RIB ANOTCHING MECHANISM Filed Deo. 2, 1969 13 Sheets-Sheet 10 JHM 22, 1971 H. M. LEONHARDT 3,585,557

AUTOMATICALLY OPERATED RIB PPLYING MACHINE HAVING RIB NOTCHING MECHANISM Filed Dec. z. 1969 13 Sheets-Sheet 11 June 22, 1971 H. M. LEONHARDT 3,535,657

AUTOMATICALLY OPERTED HIB APPLYING MACHINE HAVING RIB NOTCHING MECHANISM Filed Dec. 2, 1969 June 22, 1971 H. M. LEQNHARDT 3,585,667

AUTOMATICALLY OPERATED RIB APPLYING MACHINE HAVING RIB NOTCHING MECHANISM Filed Dec. z, 1969 y 13 Sheets-Sheet 13 FIG# 33 United Statesl Patent Office 3,585,667 Patented June 22 1971 3,585,667 AUTOMATICALLY OPERATED RIB APPLYING MACHINE HAVING RIB NOTCHING MECHANISM Horst M. Leonhardt, Boston, Mass., assignor to Jacob S. Kamborian, Jr., Lincoln, Mass. Filed Dec. 2, 1969, Ser. No. 881,348 Int. Cl. A43d 43/06 U.S. Cl. 12-20 7 Claims ABSTRACT F THE DISCLOSURE A machine for applying a length of a rib strip along the periphery of an insole. The machine is so constructed as to feed the insole past a rib applying mechanism. The insole is swung, as it is fed, in response to the sensing of the insole periphery orientation by an edge gage so as to move the insole periphery in a desired path past the rib applying mechanism. A control is provided to operate the machine in response to the presentation of the insole to the gage. A notching mechanism is provided to cut a notch in that part of the inner flange of the rib that is applied to the toe of the insole.

In application Ser. No. 752,589 filed Aug. 14, 1968, there is disclosed a machine for applying a rib along the periphery of an insole. The machine includes a feed means for feeding an insole past a rib applying station whereat the rib is applied to the insole. A workpiece orientation sensing means, located in advance of the station with respect to the direction of feed, senses the orientation of the insole periphery to operate an insole swinging means to so swing the fed insole that its periphery will move in a desired direction past the station. One aspect of the invention resides in the provision of a means responsive to the presentation of an insole in intersecting relationship with the sensing means to render the feed means and swinging means operative. Although the embodiment of the invention disclosed herein deals with the application of a rib to an insole, the invention has wider application in other areas where it is desired to perform work along the periphery of a workpiece. For example, it could be utilized to rough the periphery of an outsole prior to the adhesive attachment of the outsole to the bottom of a lastedshoe.

The machine of the above mentioned application Ser. No. 752,589 includes a source of rib strip having an inner llange, the rib applying mechanism, guide means for guiding the strip from the source along a prescribed path to the rib applying mechanism, and a severing mechanism located along the prescribed path. In the operation of the machine, successive lengths of rib strip are fed from the source to the rib applying mechanism where each length is applied to an insole and the severing mechanism is operated to sever the rib strip, after each length has passed it, to separate each length from the remainder of the strip. In accordance with a second aspect of the invention, a notching mechanism is located along the prescribed path between the severing mechanism and the source to cut out a notch in that portion of the inner ange of the strip that will be applied to a part of an insole that has a relatively small radius of curvature.

In the drawings:

FIG. 1 is a side elevation of the machine;

FIG. 2 is a plan view of a head of the machine;

FIG. 3 is a View of the notching mechanism taken along the line 3-3 of FIG. 2;

FIG. 4 is a front elevation of a rib strip feeding unit;

FIG. 5 is a section taken along the line 5-5 of FIG. 2;

FIG. 6 is a section taken along the line 6 6 of FIG. 2;

FIG. 7 is a sectional view of a post and an inner cam plate taken along the line 7-7 of FIG. 9;

FIG. 8 is a more detailed side elevation of the head;

FIG. 9 is a plan view of the machine with the head removed and illustrating an insole swinging unit and a thruster control unit;

FIG. 10 is a side elevation taken along the line 10-10 of FIG. 9';

FIG. 1l is a front elevation taken along the line 11-11 of FIG. 10;

FIG. 12 is a side elevation taken along the line 12-12 of FIG. 1l;

FIG. 13 is a view taken along the line 13--13 of FIG. 10;

FIG. 14 is a view of the underside of the inner cam plate taken along the line 4-4 of FIG. 10;

FIG. 15 is a side elevation of a portion of a spool and a thruster supporting mechanism;

FIG. 16 is a sectional View of a portion of the machine control mechanism taken along the line 16-16 of FIG. 29;

FIG. 17 is a schematic illustration of the thruster control unit and a thruster drive means:

FIG. 18 is an enlarged side elevation, partially in section, of the thruster control unit;

FIG. 19 is an enlarged side elevation, partially in sec- FIG 20 is an exploded View of a timing disc reset mechanism; mechanism;

FIG. 21 is a view of a shuttle valve that is associated with the thruster drive means;

FIG. 22 is a sectional View of a rib strip feeding unit taken along the line 22-22 of FIG. 4;

FIG. 23 is a sectional view of the rib strip feeding unit illustrating the severing mechanism as viewed along the line 2.3-2.3 of FIG. 4;

FIG. 24 is a magnified view of the rib strip feeding unit;

IFIG. 25 is a view of the rear of the head taken along the line 25-25 of FIG. 2;

FIG. 26 is a side elevation of a transmission for the machine as viewed from the line 26-26 of FIG. 28;

`FIG. 27 is a broken away illustration of the transmission as viewed from the line 27-27 of FIG. 28;

FIG. 28. is a plan View of the transmission;

FIG. 29 is an end view of the transmission illustrating portions of the control mechanism of the machine;

FIG. 30 is a schematic illustration of the control circuit of the machine;

IFIG. 31 is a cross-section of the rib;

FIG. 32 is a plan view of an insole as it appears in the machine in readiness for the rib applying operation;

FIG. 33 is a View showing the rib applying operation; and

FIG. 34 is a view of an insole with a rib applied thereto.

When operating the machine, the operator is intended to face the machine at the right of the machine as seen in F-IG. l. Directions that are toward and away fromthe operator will respectively be referred to as forward and rearward. Directions that extend to the left or right of the operator will be referred to as lateral.

Referring to FIG. l, the machine includes a main frame 10 to which is secured a back housing 12 and a front housing 141. A head 16 is pivotally mounted to the back housing 12 at the pins 18 and extends forwardly therefrom so that the front end of the head 16 is disposed above the front housing 14. As may be seen in FIG. 2, the head 16 includes a pair of side walls 20', 22 which are rigidied by means of a front bulkhead 24 and a back bulkhead 26. Mounted to the front end of the head 16 and disposed above the front housing 14 is a rib feeding unit 28. An air operated motor 30 is pivoted at a pin 32 to the frame 10 and has a piston rod 34 that is pivoted to the head 16 so that the head 16 and all the mechanisms supported thereon may be raised or lowered about the pins 18 in response to actuations of the motor 30.

Referring to FIGS. 1-3, a bracket 36 is secured to and extends laterally from the front of the head 16. A pair of laterally extending bars 318 are secured to the bracket 36. A mount is slidably mounted on the bars 38 and can be secured in a desired position on the bars by a thumbscrew `42 which is threaded into the mount 40 and bears against one of the bars 38. A housing 44, secured to the mount 40, has a rearwardly directed arcuate slot 46 `form-ed therein whose bottom is constructed as a stationary cutting edge 48. An air actuated motor 50 is secured to the top of the housing 44. The downwardly extending piston rod 52 of the motor 50 is secured to a movable cutting blade 54 having an arcuate cutting edge 56 that is in shearing relationship with the stationary cutting edge y48. A pair of guides 58, secured to opposite sides of the mount 40, have openings 60` that are in alignment with the slot 46. A guide roller 62 is mounted to the bracket 36 and is located outwardly of the mount 40. Referring to FIGS. l, 2 and 6, a main drive shaft 64 is contained within the head 16 and extends lengthwise thereof. The drive shaft 64 is journalled in the bearings 66 and 68 which are in turn supported in the bulkheads 24 and 26. A drive roll 70 is secured to the forwardly extending end of the drive shaft 64 so as to be disposed below and in operative relation to the rib feeding unit 28. As may be seen in FIGS. l, 9 and 10, an idler roll 72 is rotatably supported in the machine and is disposed below and in vertical alignment with the drive roll 70.

Referring to FIGS. 1, 9, 10 and ll, a roller edge gage 74 is supported in the machine rearwardly of the drive roll and the idler roll 72. The mounting of the edge gage 74 includes a pair of brackets 76 and 78 that are pivotally mounted to the frame 10 by means of a rod 80 that extends through a boss y82 formed in the frame 10, the brackets 76 and 78 being pivotally secured to the laterally extending ends of the rod 80. Each of the brackets 76 and 7'8 extends upwardly and rearwardly from the rod 80 and has bosses 84 and 86 formed respectively thereon. Another rod y88 extends through the bosses 84 and =86 and .is secured thereto so as to rigidify each of the brackets 76, 78 with respect to each other and enable them to swing in unison about the rod 801. A finger 90 extends upwardly from the boss 84 of the bracket 76 and supports a hinge having a vertically extending hinge pin 92. Fastened to the lower end lof the hinge pin 92 is one end of a laterally extending bar 94 to which the edge gage 74 is rotatably mounted by means of a pin 96. The other end of the bar 94 is in engagement with a thruster control unit 98. An air operated motor is pivotally connected to the frame 10 by a pin 102. The piston rod 10'4 of the motor 100 is pivotally connected to the rod 88 by means of a block 106.

Referring to FIGS. 7, 9, 10, 14, yl5 and 17, an insole turning unit 108 is incorporated in the machine. The unit 108 includes a post 110 that is secured to the front end of the frame 10 and extends upward through the front housing 14. A spool 112, having a continuous helical groove 1114 formed thereon, is rotatably supported on the post 110. The upper end of the spool 112 is formed into a llange 116. A hub 118 is rotatably mounted on the post and rests on the upper surface of the flange '116, there being a pair of arms 120 and 122 extending radially from the hub 118. A pair of links 124 and 126 are pivotally mounted to the outer ends of the arms 120 and 122 by means of pins |128 and 130. A cap 132 is rigidly mounted to the top of the post 110 and an inner cam plate 134, the edge 136 of which is formed in a predetermined contour, later described, is mounted atop the cap 132 by means of screws 138. A spindle 140 is secured to the outer ends of each of the links 124, 126, and extends upward therefrom above the level of the inner cam plate 134. Rotatably mounted to each of the spindles l140 is a follower 142 that is at the same level as the edge 136 of the cam plate 134. Referring particularly to FIG. 9 it may be seen that the links 124 and 126 extend in a clockwise direction from their respective pins 128 and 130 and with respect to the post 110.

An outer cam plate 144 is mounted atop the front housing 14 and has an inner edge 146 that parallels the contour of the edge 136 of the inner plate 134 thus delining a guideway 148 for the followers 142 therebetween. The outer cam plate 144 is at a slightly lower level in the machine than that of the inner cam plate 134. A pair of thrusters and 152 are rotatably mounted to the upper ends of the spindles 140 and at a level that is above that of the inner cam plate 136. Each of the thrusters 150, 152 has a groove 154 formed along the periphery thereof.

The idler roll 72 is frusto-conically shaped and is rotatably mounted by means of a pin 156 and a roller bearing 158 to a boss 160 that is formed integrally with the cap 132. A slot 162 is formed in the inner cam plate to enable a portion of the idler roll 72 to extend upwardly therethrough. It may be noted that the pin 156 and hence the axis of rotation of the idler roll 72 is inclined rearwardly and upwardly so that the uppermost portion of the idler roll 72 is inclined rearwardly and upwardly with the uppermost portion of the idler roll 72 lying in a horizontal plane. It may also be noted here that the peripheral surface of the edge gage 74 extends downwardly to a level that is slightly below the level of the uppermost portion of the idler roll 72.

Means are provided for elfecting rotation of the spool 112, which rotation is transmitted to the hub 118 by the below described connections which in turn cause the arms 120, 122 and the links 124, 126 to rotate about the post 110, the path of movement of the thrusters 150 and 152 being determined Iby engagement of the followers 142 with the guideway 148. Referring to FIG. 14, the means connecting the spool 112 and the hub 118 includes a clip 164 that is secured to the underside of the arm 120 and to which a tension spring 166 is connected at a pin 168. The tension spring 166 is wrapped around the ilange 116, there being a groove 170 formed about the periphery of the ilange 116, the groove 170 serving to retain the spring 166 in position about the llange 116. The other end of the spring 166 is connected to the flange 116 by means of a bracket 172 which is contained within a horizontal slot 174 formed in the flange 116, the bracket 172 being secured to the flange 116. It may thus be seen from FIG. 14 that if the spool 112 is maintained in a stationary position the tension of the spring 166 will cause the hub 118 and the arms 120, 122 to be biased about the post 110 in a clockwise direction (biasing the thrusters 150, 152 counterclockwise as seen in FIG. 9). The extent of such relative rotary movement :between the spool 112 and the hub 118 is limited by means of a pin 176 that is secured to the arm 120 and extends downwardly therefrom in a radially formed slot 178 formed in the flange 116. Normally the relative position of the hub 118 and the spool 112 is that illustrated in FIG. 14 with the pin 176 in engagement with a surface 180 of the slot 178 wherefrom it may be seen that when rotation of the arms 120, 122 is precluded the spool 112 may continue to rotate until a surface 182 of the slot 178 engages the pin 176, the tensile force of the spring 166 being overcome. Thus a limited amount of rotary lost motion between the hub 118 and the spool 112 is permitted.

Referring to FIGS. 9, 10 and 17, means are provided for rotating the spool 112 which includes a double acting air operated motor 184 that is secured to the front end of a table 186. The table 186 is mounted to the back end of the frame 10. The motor 184 has a piston rod 188 extending out of both of its ends. The forwardly extending end of the piston rod 188 is connected to a cable 190 which is wrapped about the grooves 114 in the spool 112 wherefrom the cable 190 extends rearwardly where it is wrapped about a pulley 192, that is mounted to the table 186, and is then connected to the other, rearwardly extending, end of the piston rod 188. .A valve 194, mounted to the frame 10, has a valve actuator 196 that is located adjacent the post 110 in position to be intersected by the front 197 of the piston rod 188.

The internal construction of the motor 184 is illustrated in FIG. 17 wherefrom it may be seen that the piston 198 of the motor 184 is rigidly secured to the mid-portion of the piston rod 188. The motor 184 is provided with a front port 200 and a back port '202 to respectively communicate air to motor chambers 204 and 206 which are separated by the piston 198. It is evident that if the pressure in the chamber 204 is greater than that of the charnber 206 the piston rod 188 will tend to move rearwardly thereby causing the spool 112 and hence the thrusters 150, 152 to rotate in a counterclockwise direction as seen in FIG. 9. Conversely if the pressure in the chamber 206 is greater than that of the chamber 204 the piston rod 188 will be urged forwardly thereby causing the thrusters to rotate in a clockwise direction as seen in FIG. 9. The thruster control unit 98 is so incorporated into the control circuit of the machine that the differential pressures that are applied to the chambers 204 and 206 of the motor 184 may effect rotation of the thrusters in the desired direction.

Referring to FIGS. 9, 12, 17 and 18, it may be seen that the thruster control unit 98 includes a pair of nozzles 208 and 210 which are operative to control the ow of air to the chambers 204 and 206 of the motor 184. The nozzles 208 and 210 are of identical construction, each one having a hollow, cylindrical body 212 with an outlet orifice 214 formed at one end thereof. An inlet port 216 is formed within the body of each of the nozzles 208, 210 and serves to communicate air from a source to the hollow interior of each nozzle 208, 210 such that the air introduced to the inlet ports 216 of the nozzles 208, 210' may tend to flow towards and out of the orifices 214. Each of the nozzles also includes a feedback tube 218 having an inlet end I220 and an outlet 222. Each feedback tube is disposed lengthwise of and concentrically within the interior of its associated nozzle `body 212 such that the inlet end 220 of each tube 218 is located inwardly of the outlet orice 214. From the foregoing it may be seen that when air under pressure is introduced to the interior of the nozzles 208, 210 through the inlet ports 216 the air will tend to flow through the interior of the nozzles and out of the outlet orifices 214. As this pressurized air passes over the inlet 220 of each feedback tube 218, the tendency will be to create a slight negative pressure within the tube 218. It may also be appreciated that when the outlet orifice 214 of each nozzle is obstructed the fiow of air through the outlet orifice is diminished with some of the air being directed into the inlet 220 of the feedback tube 218 thereby causing an increase in the pressure of the air contained within the tube 218 and causing air to'be discharged from the outlet 222 of each feedback tube 218. The magnitude of the pressure within the feedback tube 218 thus increases or decreases as the obstruction to flow of air from the outlet orifice 214 increases or decreases. Thus if the outlet orifice 214 of the nozzle 208 is completely closed as shown in FIG. 18, all of the air introduced through the inlet port 216 of the nozzle 208 will fiow through the tube 218 and the pressure within the tube 218 ywill be equal to that within the inlet 216.

Referring to FIGS. 9, 1l, 12 and 17, a finger 224 is formed integrally with and extends upwardly from the boss 86 of the bracket 78. A nozzle mount 226 is secured to the upper end of the finger 224 and the nozzles 208 and 210 are secured to the nozzle mount 226 by means of set screws 228 and are so positioned on the nozzle mount 226 that their outlet orifices 214 extend forwardly, with the nozzles 208 and 210 being in substantially vertical alignment 'with each other. A heightwise extending pivot bar 230 is pivotally mounted by means of a pin 232 between and to a pair of forwardly extending nubs 234 CII formed integrally with the nozzle mount 226. The pivot bar 230 has an upper end 236 which is intended to effect obstruction of the outlet orifice 214 of the upper nozzle 208 and a lower end 238 which is intended to effect obstruction of the outlet orifice 214 of the lower nozzle 4210. Referring to FIGS. 17 and 18, it may -be seen that as the pivot bar 230 pivots on the pin 232 the obstruction presented by the pivot bar 230 to one of the orifices 214 will be increased while the obstruction presented to the other of the orifices 214 will be decreased. The feed back outlet 222 of the upper nozzle 208 is connected by means of a line 240 to the front chamber 204 of the motor 184 and the feed back outlet 222 of the lower nozzle 210 is connected by means of a line 242 to the back chamber 206y of the motor 184. Thus, when the pivot bar 230 is pivoted in a direction tending to obstruct the orifice 214 of the upper nozzle 208 and open the orifice 214 of the lower nozzle 210, the increased pressure in the feed back tube 218 of the upper nozzle 208 will be transmitted through the line 240 to the front chamber 204 of the motor 184 thereby urging the piston rod 188 rearwardly and effecting a counterclockwise rotation of the thrusters 150, 152. Conversely, when the pivot bar 230 is pivoted so as to effect obstruction of the orifice 214 of the lower nozzle 210 and open the orifice 214 of the upper nozzle 208 (clockwise as seen in FIG. 18), the increase in pressure Within teh feed back outlet 222 of the lower nozzle 210 will be transmitted to the back chamber 206 of the motor 184 thus establishing a pressure differential between the chambers 204 and 206 and urging the piston rod 188 forwardly so as to effect a clockwise rotation of the thrusters 150, 152. It should also be appreciated that the pivot bar 230 may be in an intermediate position wherein the pressure at the :feed back outlets 222 of :both nozzles 208, 210 are equal. When this is the case the pressures in the front chamber 204 and the back chamber 206 of the motor 184 will be equal so that the piston rod 188 may be maintained in a stationary position thus maintaining the thrusters and 152 in a stationary position. Referring to FIGS. 17 and 18, the pivot bar 230 is biased by means of a compression spring 244 that encircles the folvvardly extending end of the lower nozzle 210 and is compressed between the nozzle mount 226 and the lower end 238 of the pivot bar 230 so as to tend to urge the pivot bar 230 to a position `wherein the outlet orifice 214 of the upper nozzle 208 is fully obstructed and wherein the outlet orifice 214 of the lower nozzle 210 is substantially unobstructed.

Supported at the unhinged, free end of the laterally extending bar 94 is a rearwardly extending finger 246 having a knife edge 248 formed thereon and :being disposed such that the knife edge 248 Amay engage the lower end 238 of the pivot bar 230. It may thus be seen that a rearwardly rdirected force applied to the edge gage 74 will tend to cause the bar 94 and the rearwardly extending finger 246 to pivot rearwardly about the pin 92. Rearward movement of the knife edge 248 causes the pivot bar 230 to pivot about the pin 232, compressing the spring 214 and tending to increase the obstruction presented to the lower nozzle 210 and decrease the obstruction presented to the upper nozzle 208, the effect of which being to actuate the motor 148 to` rotate the spool 112 and hence the thrusters 150, 152 in a clockwise direction. When this rearwardly directed force on the edge gage 74 is relieved, the compression spring 244 may expand to pivot the pivot bar 230 in the opposite direction thus effecting a counterclockwise rotation of the thrusters 150 and 152.

A gravity biased shuttle valve 250 (see FIG. 21) is interposed between the line 242 and the back chamber 206 of the motor 184. The shuttle valve 250 has an outlet port 252 `which is in direct communication with the back chamber 206 of the motor 184 and a pair of axially aligned passageways 254 and 256 that are in communication with the outlet port 252. A shuttle 258 is slidably contained within the passageways 254 and 256 and has an enlarged mid-portion 260 that is adapted to alternatively engage either of shoulders 262 and 264 formed within the passageways 254 and 256 respectively, so that, when the mid-portion 260 of the shuttle 258 is in engagement with the shoulder 264, communication only between the outlet port 252 and the passageway 254 is permitted. Conversely, when the mid-portion 260 of the shuttle 258 is in engagement with the shoulder 262, communication only between the passageway 256 and the outlet port 252 is permitted. The shuttle valve 250 is mounted in such a manner that the common axis of thhe passageways 254 and 256 is inclined to the horizontal. This mounting of the shuttle valve 250 enables the shuttle 258 to slide downwardly under its own weight when there is no pressurzied air in a line 266 that is in communication with the passageway 256 to a position where the enlarged midportion 260 engages the shoulder 264 to thus block communication between the line 266 and the back chamber 206 of the motor 184 and open communication between the line 242 and the back chamber 206.

Referring to FIGS.'1, 4, 6, and 24, an end cap 268 is secured to the front end of the head 16, the rib feed unit 28 being supported on and about the end cap 268. The end cap 268 is essentially a casting having a guideway 269 formed therein. A feed roll 270 is rotatably mounted to the end cap 268 adjacent the outlet end 272 (the right end in FIG. 4) of the guideway 269. A guide member 274, having a curved surface 276 that embraces the upper portion of the feed roll 270, is secured to the end cap 268. A pressure roll 278 is rotatably ymounted by a pin 280 to a downwardly extending portion 282 of a lever 284, the lever 284 in turn being pivoted to the end cap 268 by a pin 286 in such a manner that the lever 284 may be pivoted about the pin 286 to urge the pressure roll 278 towards and away from the feed roll 270. The lever 284 is biased by means of a spring 288 so as to urge the pressure roll 278 towards the feed roll 270. The feed roll 270 is disposed above the drive roll 70. Formed at the downwardly projecting portion 282 of the lever 284 is an extension 290. This extension 290 is cooperatively associated with a lug 292 so that the extension 290 and the lug 292 are movable towards each other. The lug 292 is formed integrally with a bar 294 which in turn is pivotally supported on and depends from the pin 286 to which the lever 284 is mounted. The extension 290 is urged by the spring 288 towards the lug 292, this movement being limited by means of engagement of the lug 292 with a surface 296 formed on the end cap 268.

A horizontal slot 298 is formed in the end cap 268 which serves to contain an upper knife 300 and a lower knife 302, the slot 298 and the knives 300, 302 being disposed below the extension 290 and the lug 292. The lower knife 302 is maintained in a xed position in the end cap 268. An opening 312, having a cutting edge 314 formed at its top, is formed -within the lower knife 302. The upper knife 300, which is movably contained within the slot 298 and rests on the lower knife 302, has an opening 316 formed therein, the opening 316 having a cutting edge 318 formed thereon. A tapered slot 320 is formed on the end cap 268 below the knives 300, 302. A tip 322 of the knife 300 is in alignment with a lug 324 that is formed integrally with the bar 294.

Referring to FIGS. 4, 22 and 23, a lever 326 is pivotally mounted to the back face of the end cap 268 by means of a pin 328. A eut-out 330 is formed in the back surface of the end cap 268 for accommodation of the lever 326. A forwardly extending bar 332 is secured to the lower end of the lever 326 and has a pin 334 that extends downwardy therefrom into a slot 336 that is formed in the upper knife 300 so that as the lever 326 is rotated counterclockwise, as seen in FIG. 4, the upper knife 300 may move in a cutting stroke and when the lever 326 is rotated clockwise, as seen in FIG. 4, the upper knife 300 may be retracted to the position illustrated in FIGS. 4 and 24 wherein the holes 316 and 312 of the knives 300 and 302 are in alignment. The drive means for effecting this movement of the lever 326 includes an air operated motor 338 that is mounted to the end cap 268 by means of a bracket 340 and has a piston rod 342 having a cap 344 threaded on the end thereof. A rod 346 is secured to and extends forwardly of the upper end of the le-ver 326 and is disposed in alignment with the path of movement of the cap 344 of the motor 338 so that when the motor 338 is actuated to urge the piston rod 342 to the left as seen in FIG. 4, the cap 344 may engage the rod 346 and cause a counterclockwise swinging of the lever 326 to move the upper knife 300 in a cutting stroke. The lever 326 is biased in a clockwise direction to maintain the rod 346 in continual engagement with the cap 344 by means of a spring 348 (FIG. 2) that circumscribes a stop bolt 350 and is interposed between the lever 326 and a shoulder 352 formed on the end cap 268.

A heater 354 (FIG. 4), having an arcuate surface 356 formed thereon, is located adjacent the drive roll 70. The heater 354 is supported from an arm 358 which in turn is pivotally connected at its upper end to the end cap 268 by a pin 360. The arm 358 is biased in a counterclockwise direction by a spring 362 extending between the bracket 340 and a pin 364 so as to space the heater 354 from the drive roll 70. A motor 366, which is secured to the end cap 268, has a piston rod 368 that is engageable, when moved leftwardly as seen in FIG. 4, with the arm 358 to swing the heater 354 towards the drive roll 70. A stop bolt 370 is threaded into a portion of the bracket 340 and extends downwardly to be engageable with the upper portion of the arm 358, thus limiting the extent of counterclockwise rotation of the arm 358 caused by the spring 362.

Referring to FIGS. 2, 5, 6 and 25, a shaft 372 is rotatably supported in the head 16 by means of bearings 374. Secured to the shaft 372 is a collar 376, and a timing disc 378 is in turn secured to the collar 376 for rotation in unison with the shaft 372. A friction wheel 380 is engageable with the surface of the timing disc 37 8 and serves to drive the timing disc 378 and the shaft 372. A housing 382, having a pair of downwardly extending legs 384, 386, is disposed between the bulkheads 24 and 26 of the head 16. The housing legs 384 and 386 are tted with journals 388 and 390 through which is received the main drive shaft 64. A shaft 392 is rotatably supported in the housing 382 by means of journals 394, 396 and has a rearwardly extending end that protrudes through the bulkhead 26 towards the shaft 372. Secured to the front end of the shaft 392 is a gear 398 which is in constant mesh with a gear 400 which is secured to the main drive shaft 64 by means of a pin 402, wherefrom it may be seen that, as the drive shaft 64 is rotated, the shaft 392 will also be rotated in the opposite direction. The friction wheel 380 is keyed to the rearwardly extending end of the shaft 392 by means of a key 404 and a slot 406 so that the wheel 380` may rotate in unison with the shaft 392. The housing 382 may swing about the drive shaft 64 laterally so that the friction wheel 380 may be urged towards and into engagement with the surface of the timing disc 378 or away from the timing disc so as to be out of engagement therewith. This movement is effected by means of an air operated motor 408 (FIGS. 2 and 25) that is pinned to the side of the head 16 and has a downwardly extending piston rod 410 which in turn is pivoted by a pin 412 to a laterally extending lug 414 that is rigidly secured to the housing 382. Actuation of the motor 408 to extend the piston rod 410 downwardly will rotate the housing 382 towards the sidewall 22 to effect engagement of the friction wheel 380 with the timing disc 378 and cause rotation of the shaft 372. A compression spring 416 is interposed between the sidewall 22 and the housing 382 to normally bias the friction wheel 380 away from the timing disc 37 8, the force of the spring 416 being overcome Iby the motor 408.

Referring to FIGS. 5 and 6, it may be seen that rotation of the shaft 372 in a clockwise direction, as seen in FIG. 6,

is limited by means of a pin 418 that is secured to the sidewall 22 and extends inwardly therefrom. The pin 418 is engageable with a finger 420 that is secured to the shaft 372. A ring 422 is rotatably mounted between the timing disc 378 and the collar 376. Projecting radially from the ring 422 is a bar 424 whose outermost end 426 protrudcs beyond the circumference of the timing disc 378. The bar 424 is rigidly locked to a shoulder 428 formed about the periphery of the timing disc 378 by means of a wing nut 430 that is threaded onto a bolt 432 with the bolt 432 extending through the bar 424 and gripping the shoulder 428. An actuating member 434 of an electric switch 436 is so disposed as to be intersected by the bar end 426 during the rotation of the bar 424 as described below.

Referring to FIGS. l, 2, 8 and 20, a resetting mechanism 438 includes a rst gear 440 that is secured to the outwardly protruding end of the shaft 372. This first gear 440 is in mesh with a second larger gear 442 that is rotatably mounted to the sidewall 20y by a shaft 444. A smaller, third gear 446 is secured to the second gear 442. This third gear 446 is in mesh with a fourth and larger gear 448 which is also rotatably mounted to the sidewall 20 by means of a shaft 450. These gears 440, 442, 446 and 448 are covered by a plate 452 which is fastened to bosses 454 on the sidewall 20. A threaded stud 456 is secured to the fourth gear 448 and extends laterally therefrom through a slot 458 that is formed in the cover plate `452. The shaft 450, to which the fourth gear 448 is mounted, extends through the plate 452, and a lever 460 is pivotally mounted to the protruding end of the shaft 450. The lever 460 also accepts the threaded stud 456 of the fourth gear 448 and is secured thereto by a nut 462. The upper end of the lever 460 is connected by a pin 464 to the piston rod 466 of an air operated motor 468, the motor 468 in turn being pivotally mounted to the sidewall 20 by means of a pin 470 and a bracket 472.

Referring to FIGS. 8, 26 and 27, the back end of the drive shaft 64 is connected to a main drive and transmission 474 that is mounted to the back end of the head 16. The transmission 474 includes a front bearing plate 476 and a back bearing plate `478 which are secured to each other and spaced by means of bolts 480. A motor 482 is secured to the front bearing plate 476 and has an output shaft 484 that extends rearwardly between the bearing plates 476, 478, there being a sprocket 486 secured to the output shaft 484. A driven sprocket 488 is secured to a shaft 490 which is in turn rotatably journaled between the bearing plates 476 and 478. A chain 492 connects the sprockets 486 and 488 so that when the motor 482 is operated to turn the sprocket 486 in a counterclockwise direction as seen in FIG. 27, the driven sprocket 488 and the shaft 490' may rotate in a counterclockwise direction. A gear 494 is secured to the shaft 490 for rotation therewith and is in mesh with a larger gear 496. The gear 496 is secured to a clutch 498 which in turn is secured to a shaft 500 that is rotatably journaled between the bearing plates 476 and 478. The meshing between the gears 494 and 496 is such that, as the gear `494 rotates counterclockwise, the gear 496 and the portion of the clutch 498 to which it is secured will rotate in a clockwise direction. The clutch 498 has a projecting lug 500 formed thereon that is engageable with a latch 502. The latch 502 is pivotally mounted on a rod 504 which is secured to the bearing plates 476, 478 and is movable from the position illustrated in FIG. 27 wherein it is in engagement with the lug 500 to a position wherein the latch 502 is pivoted counterclockwise so as to be out of engagement with and release the lug 500; This movement of the latch 502 is effected by means of an air operated motor 506 which is pivoted at a pin 508 to the bearing plate 476 and which has a piston rod 510` that is pivotally connected to the latch 502 by a pin 512 and a clevis 514. The clutch 498 is so constructed that, when the latch 502 is in engagement with the lug 500, the rotation of the gear 496 will not be transmitted to the shaft 500, but, when the motor 506 is actuated to release the lug 500, the clutch 498 will effectively transmit this rotation to the shaft 500` so that the shaft 500 may rotate in unison with the gear 496. The rearwardly extending end of the main drive shaft 64 is coupled by means of a coupling 516 (FIGS. 2 and 6) to an extension shaft 518I that is journaled between the bearing plates 476, 478. A relatively large gear 520` is secured to the extension shaft 518 and is in mesh with a smaller gear l522 that is in turn secured to the shaft 500. It may thus be seen that when the latch 502 releases the lug 500 of the clutch 498 to cause rotation of the shaft 500 in a clockwise direction, the smaller gear 522 will rotate clockwise with the shaft 500` and thus impart a counterclockwise rotation to the larger gear 520 and hence the main drive shaft 64. Thus, through the gear train 494, 496, 522 and 520, operation of the main drive motor 482 may be transmitted to the main drive shaft 64.

A secondary gear train, which includes gears 524, 526, 528, and 530, is provided to rotate the shaft 64. This secondary gear train is driven by an air operated motor 532 that is pivotally connected to the bearing plate 476 by a pin 534 and has a piston rod 536 which in turn is pivotally connected by a pin 538 to a lever 540, the lever 540 being secured to a shaft 542 that is rotatably journaled to the bearing plates 476, 478. The gear 524 is secured to the shaft 540. Upon operation of the motor 532 to retract the piston rod 536 (to the left as seen in FIG. 27), the gear 524 will rotate in a counterclockwise direction. The gear 524 is in constant mesh with the gear 526 which in turn is secured to a shaft 544y the shaft 544 also being rotatably journaled to the bearin g plates 47 6, 47 8. A clutch 546 is mounted to the shaft 544 and is secured to the larger gear 528, the clutch 546 being so constructed that it will transmit the rotary movement of the shaft 544 to the gear 528 when the motor 532 is operated to retract the piston rod 536 (the gear 528 rotating in a clockwise direction). When the piston rod 536 of the motor 532 returns to its extended position the clutch 546 will slip so that the counterclockwise rotation of the gear 526 will not be transmitted to the shaft 544 or the gear 528. The gear 528 is in mesh with the smaller gear 530 which in turn is secured to the drive shaft extension 518, from which it may tbe seen that when the motor 532 is actuated, ultimately causing the gear 528 to rotate clockwise, the smaller gear 530, the main drive shaft extension 518 and the main drive shaft 64 will rotate in a counterclockwise direction until the stroke of the piston rod 536 has been completed. It should also be noted that when the drive shaft extension 518 is being rotated by means of the main drive motor 482, the clutch 526 will slipso that the rotation of the gear 528, which is in constant mesh with the gear 530, may have no effect on the gear 526 or the rn'otor 532.

Referring also to FIG. 6, it may be seen that pinned to the drive shaft 64 and located forwardly of the bulkhead 24 is a gear 548 which meshes with an idler gear 550 that is rotatably mounted on a pin 552, the pin 552 in turn being secured to the bulkhead 24. A shaft 554 is rotatably journaled between the bulkhead 24 and the end cap 268 of the rib feeding unit 28, the forwardly extending end of the shaft 554 being securely pinned to the feed roll 270. A gear 556 is pinned to the shaft 554 and is in mesh with the idler gear 550. Thus it may be seen that as the motor 532 is actuated to retract its piston rod 536 and thus ultimately cause rotation of the drive shaft 64, the shaft 554 will be rotated in the same direction as that of the main drive shaft 64 (clockwise as seen from the front of the machine) to rotate the feed roll 270.

Referring to FIGS. 26-29, it may be seen that a cam 558 is secured to the rearwardly extending portion of the shaft 542 for rotation therewith and is engageable with an actuating member 560 of a valve 562. The cam 558 is so arranged that it actuates the valve 562 when the piston rod 536 is retracted into the motor 532.

Referring to FIGS. 16, 28 and 29, a spring return air actuated motor S64 is pivotally connected by a pin 566 to the back plate 478 and has a piston rod 568 that is pivotally connected by a pin 570 to the upwardly extending end of an arm 572. The arm 572 is pivoted at its lower end by means of a pin 574 to the plate 478. Supported on the arm 572 is a valve 576 having an actuator 577 that is actuable by means of a cam 578. The cam 578 is rotatably mounted by a pin 580 to the arm 572. A stop pin 582 is mounted to the arm 572 and engages the cam 578, the cam 578 being rotatably biased by a spring 584 to the position illustrated in FIG. 29. Secured to the back Vend of the drive shaft extension 518 is a wheel 586 that is disposed adjacent a cam wheel 588, the cam wheel 588 being secured to the cam 578 for rotation therewith about the pin 580.

In the idle condition of the machine: the piston rod 34 is projected out of the motor 30 to maintain the head 16 in an upper position with the drive roll 70 and the idler roll 72 separated; the piston rod 52 is retracted into the motor S so that the cutting blade 54 is in an upper position; the motor 100 is maintained in such condition as to position the edge gage 74 in the position shown in FIGS. l, 9 and l0; the piston rod 188 of the motor 184 is maintained in its most forwardmost (rightward in FIG. 17) position so that the thrusters 150, 152 are swung to their most clockwise position as seen in FIGS. 9 and 32 and the valve 194 is maintained open by the front 197 of this piston rod, there is no air entering the nozzle 208 through its inlet port 216 and pressurized air is entering the nozzle 210 through its inlet port 216 so that the pivot bar 230 is in the FIG. 18 position; the piston rod 342 is retracted into the motor 338 so that the knife 300 is in the FIG. 24 position out of cutting relationship with the knife 302; the piston rod 368 is retracted into the motor 366 so as to keep the heater 354 away from the drive roll 70; the piston rod 410 is retracted into the motor 408 so that the friction wheel 380 is disengaged from the timing disc 378; the switch 436 is open; the piston rod 446 is retracted into the motor 468 to maintain the bar end 547 in the position shown in FIG. 6 with the finger 420 engaging the pin 418; the motor 482 is rotating the output shaft 484; the piston rod 510 is projected out of the motor 506 to maintain the latch 502 in engagement with the lug 500 so that the drive shaft 64 is not being rotated by the motor 482; the piston rod 536 is projected out of the motor 532, as shown in FIG. 27; the valve 562 is closed; the piston rod 568 is projected out of the motor 564 by its spring 589 (FIG. 30) so that the wheels 586 and 588 are disengaged in the FIG. 29 position; and the valve 576 is closed.

Referring to FIG. 30, which is a schematic representation of a portion of the control circuit of the machine, the nozzle 210 is maintained in its idle position with pressurized air entering its inlet port 216 by means of air passing from a source through a line 590, a valve 592, a line 694, a valve 596, a line 598, a shutter valve 600 and a line 602 to the inlet port 216 of the nozzle 210. A line 604 extends from the valve 592 to the inlet port 216 of the nozzle 208, but, no air is passing from the valve 592 through the line 604 at this time. The motor 184 is maintained in its idle position by pressurized air passing from the line 594 through a line 606, the line 266 and the shuttle valve 250 to this motor.

Referring to FIGS. 11-3, and 8, a strip 608 is unwound from a source in the form of a roll 610 and extends through a rib forming unit 612, about the guide roller 62, through the guide openings 60` and the slot 46, through the guideway 269 and into the rib feeding unit 28 between the rolls 270, 278 with its leading end located in the knife opening 316 at the level of the cutting edges 318 and 314 of the knives 300 and 302, as shown in FIG. 24. The rib forming unit, which is shown in greater detail in the aforementioned application Ser. No. 752,589 folds the strip into a rib having the configuration shown in FIG. 31 wherein it has a pair of outer and inner flanges portions 12' 614 and 616 coated with thermoplastic cement and a fold 618 extending away from the iianges.

Referring to FIG. 32, an insole 620 is presented to the machine on the inner cam plate 134 so that it rests on the idler roll 72 with one end of the marginal portion to which the rib 608 is to be attached extending tangentially of the gage 74. The insole is then moved rearwardly (leftwardly in FIG. 32) to move the gage 74 rearwardly to cause the finger 224 to swing the pivot bar 230 clockwise (FIG. 18) and thus cause the lower end 238 of the pivot bar to close the outlet orifice 214 of the nozzle 210. This causes pressurized air to pass from the outlet 222 of the nozzle 210 through a line 622, the valve 194 and a pilot line 624 to the valve 596 to shift the valve 596. The shifting of the valve 596 cuts off the flow of pressurized air to the nozzle 210 through the line 598, the shuttle valve 600 and the line 602 and thus shuts off the flow of pressurized air to the valve 596 through the pilot line 624, but the valve 596 remains shifted due to inertia. The shifting of the valve 596 also causes pressurized air to pass from the valve 596 through a pilot line 626, a shuttle valve 628 and a pilot line 630 to a valve 632 and from the line 626 through a pilot line 634 to a valve 636 to shift the valves 632 and 636.

The motor 532 is maintained in its idle position by pressurized air passing from the source through a line 638, the valve 632 and a line 640 to the motor 532. The shifting of the valve 632 enables the air in the line 640 to be vented through the valve 1632 and causes pressurized air to pass from the valve 632 through a line 642 to the motor 632 so as to cause this motor to retract its piston rod 536 (leftwardly in FIG. 27) and thus cause the secondary gear train to rotate the feed roll 270. The rotation of the feed roll 270 causes the leading end of the rib strip 608 to be fed downwardly between the heater 354 and the drive roll '70 and between the drive roll 70 and the idler roll 72 so as to be in readiness to be applied to the insole 620 as described below.

At the end of the retractive movement of the piston rod 536, the valve 562 is opened by the cam 558. The opening of the valve 562 enables pressurized air to pass from the valve 590 through a line `644, the valve 562, a line 646, the valve 636 and a pilot line 648 to the valve 592 to shift the valve 592. The shifting of the valve 592 cuts off the ow of air passing to the valves 632 and 634 through the pilot lines 630 and 634 so that the valves 632 and 634 can now be shifted. The opening of the valve 562 also enables pressurized air to pass from the line 646 through a pilot line 650 to the valve 632 to shift the valve 632.

The shifting of the valve `632 causes pressurized air to pass from the valve 632 through the line 640 to the motor 532 to cause the piston rod 536 to 'be projected to its idle position. This causes the valve 562 to reclose and thus shut off the flow of pressurized air passing to the Valves 5,92 and 632 through the pilot lines 648 and 650.

The shifting of the valve 592 enables pressurized air to pass from this valve through the line 604 and a line 652 to the motor 408 to actuate this motor to bring the friction wheel 380 into engagement with the timing disc 378.

The cylinder 30 is maintained in`its idle position by pressurized air passing thereto from the valve 592 through the lines 594 and v606 and a line 654. The shifting of the valve 592 cuts olf the flow of air through the line 654 and admits air to the motor 30 through the line 604 and a line 656 thus causing this motor to lower the head 16 about the pins 18 so that the insole 620 and the leading end of the rib strip 608 are gripped between the rolls and 72 as indicated in FIG. 33.

The shifting of the valve 592 also admits pressurized air through the line 656 and a line '658 to the motor 366 to cause this motor to move the heater 354 towards the drive roll 70 and press the rib strip 608 against the drive roll 70.

The motor 506 is maintained in its idle position by pressurized air passing from the valve 592 through the line 594 and a line 660 to this motor. The shifting of the valve 592 enables the air in the line 660 to be vented through the valve 592 and enables pressurized air to pass from the valve 592 through a line 662 to the motor 506 to cause the motor 506 to retract its piston rod 5,10 thus releasing the latch 502 from the lug 500 so that the motor 482 causes rotation of the main drive shaft 64 which in turn causes rotation of the feed roll 270 and the drive roll 70.

The shifting of the valve 592 also cuts ott' the flow of pressurized air to the motor 184 through the line 266 with the air in the line 266 venting to atmosphere through the valve 592. The shuttle 258 now slides down (FIG. 21) to block the line 266 and open the back chamber 206 of the motor 184 to the line 242.

The shifting of the valve 592 also enables pressurized air to pass from the line 662 through a pilot line 664 to the left side, as seen in FIG. 30, of the valve 596.

The shifting of the valve 592 also enables pressurized air to pass from this Valve through the line 604 into the inlet port 216 of the nozzle 208 and from the line 604 through a line `666, the shuttle valve 600 and the line 602 into the inlet port 216 of the nozzle 210.

From the foregoing, it can be seen that, in response to the rearward movement of the gage 74 by the insole l620, the leading end of the rib strip 608 is fed downwardly past the heater 354 and between the drive roll 70 and the idler roll 72, the roll 70 is lowered to cause the insole 620 and the leading end `of the rib strip 608- to be gripped between the rolls 70 and 72, the heater 364 is caused to press the rib strip 608 against the drive roll 70, the friction wheel 380 is brought into engagement with the timing disc 378, and the motor 482 is caused to rotate the feed roll 270 and the drive roll 70. This sequence of events starts the rib applying operation of the machine.

The rotation of the drive roll 70 causes the idler roll 72 to rotate and move the insole and the rib strip so as to force the rib strip `608` against the insole 620 and attach the rib strip to the insole a prescribed distance from the periphery of the insole by means of the thermoplastic cement on the rib flanges 614 and 616, the cement being activated by the heater 354. On any given segment of the insole, the rib strip is attached to the insole in the area where the bottom of the drive roll 70 presses the rib strip against the insole, this area being indicated by the number y668 in FIG. 32. In order for the rib to be attached to the insole the prescribed distance from the insole periphery, the segment of the insole periphery adjacent the area 668 must be fed in the downward direction, indicated by the number 670 in FIG. 32, that is tangential to the curvature of the insole segment.

Up to this time, as stated above, the motor 184 has maintained the thrusters 150, 152 in the clockwise position shown in FIG. 32. Due to the frusto-conical shape of the idler roll 72, as shown in FIG. 33, its right end is of greater diameter than and thus has a greater peripheral velocity than, its left end. This causes the insole to have a clockwise torque, as seen in FIG. 32, about the area of attachment `668 as it is fed downwardly (FIG. 32) by the rolls 70, 72. Therefore, at the beginning of the feeding movement of the insole 620, the segment of the insole periphery that is opposite the gage 74 will swing away from the gage to enable the spring 244 (FIG. 18) to move the gage 74 forwardly and to cause the nozzle 210 to open and the nozzle 208 to close. This causes pressurized air to pass from the nozzle 208 through the line 240 to the front chamber 204 so as to cause the motor 184 to move the piston rod 188 rearwardly (FIG. 17). The rearward movement of the piston rod '188 causes the front 197 of the piston rod 188 to move away from the valve actuator 196 and thus enable the valve 194 to close and thus cut o the flow of pressurized air to the valve 596 through the pilot line 624 so that the air in the pilot line 664 can 14 shift the valve 596 and thus cut off the flow of pressurized air to the valves 632 and 636 through the pilot line 626.

The rearward movement of the piston rod 188 also causes the thrusters 150, 152 to swing counterclockwise (FIG. 32) until one of the thrusters engages the insole 620 and urges it counterclockwise therewith about the area 668. As the thruster engages the insole the spring 166 acts to reduce the shock of engagement therebetween. As the insole is urged counterclockwise about the area 668, it causes the gage 74 to be urged in a rearward direction thus urging the knife edge 248 rearwardly and causing the pivot bar 230 to pivot about its pin 232 in such a manner that the outlet orifice 214 of the nozzle 208v tends to become unblocked thereby tending to reduce the pressure in the front chamber 204 of the motor 184 while the outlet orifice 214 of the nozzle 210 tends to become more restricted thereby causing an increase in pressure in the back chamber 206 of the motor 184. This will maintain the piston rod 188 in a stationary position with the thruster control unit 98 in a balanced condition to terminate the swinging of the thrusters 150, 152 and tend to maintain the thrusters in that position until a change in the periphery of the insole causes movement of the gage 74 which, by means of the thruster control unit 98, will cause the motor 184 to again effect a turning of the thrusters in the desired direction.

When the curvature of a segment of the insole periphery passing the gage 74 is such as to move the gage 74 rearwardly (leftwardly in FIG. 32) against the force of the spring 244 from the position in which the thruster control unit 98 is balanced, the thruster control unit swings the thrusters 150, 152 clockwise and the torque imparted to the insole 62-0 by the roll 72 swings the insole clockwise about the area 668 to follow the thruster until the thruster control unit is again balanced.

When the curvature of a segment of the insole periphery passing the gage 74 is such as to cause the spring 244 to move the gage 74 forwardly (rightwardly in FIG. 32) from the position in which the thruster control unit 98 is balanced, the thruster control unit swings the thrusters 150, '152 counterclockwise so that the thruster bearing against the insole forces the insole to swing counterclockwise about the area 668 against the torque imparted to the insole by the roll 72 until the thruster control unit is again balanced.

The insole and rib strip feeding and the rib strip applying operation along the periphery of the insole proceeds with one of the other of the thrusters 150, 152 in the manner described in greater detail in the aforementioned application Ser. No. 752,589. During this operation, the friction `wheel 380 rotates the timing disc 378 counterclockwise (FIG. A6) and the operation is terminated when the bar end 426 engages the actuating member 434 of the switch 436 to close this switch.

The motor 338 is maintained in its idle position by pressurized air passing from the valve 592 through the line 594 and a line 672 to this rnotor. When the valve 592 was shifted, the motor 338 was kept in its idle position by the spring 348.

The motor -50 ifs maintained in its idle position by pressurized air passing from the source through a line 674, a spring return valve 676 and a line 678 to the rod end of this motor. The valve V676 is so constructed that it normally admits air yfrom the line 674 to the line 678. However, when air passes to the valve 676 through a pilot line 680, the valve 67'6 is shifted so that the air in the line 678 is vented to atmosphere through this valve and air passes from the line `674 through the valve 676 and a line 682 to the head end of the motor 50.

The closure of the switch 436 causes electric current to pass through electric lines 684 and 686 to energize a solenoid 688. The energization of the solenoid 688 causes a valve 690 to be shifted. The shifting of the valve 690 

